Ncbosshoss

My partner and I are selling our Mooney. It is a 1977 M20J with low 2900 TTAF and 900 SMOH. The airplane is very nice and well equipped. It has a GNS530W, KX-155, JPI EDM-700, Panel mounted Garmin Aera560 synced with the 530, KMA-24 Audio Panel, Intercom, KFC-200 A/P w/ Flight Director, Stormscope, SL70 digital transponder, new turn/bank coordinator, new altimeter, fire exstinguisher, and window shades. The aircraft has been hangared and has no damage history. The fuel tanks were resealed last year by Paul at Weep No More. Tires are good. Paint is an 8 and the interior is a 7. The leather is in pretty good condition but the plastic is getting brittle like all Mooneys this age. We love this bird and she flies beautifully. We are asking $89,000. The airplane is based at KGEV, Ashe County airport in West Jefferson, NC. If you are interested, email my partner at elliotbigman@gmail.com. Let him know you saw the airplane on Mooneyspace.

They also make excellent wrapping paper for Christmas!

Wings of Carolina is based at the Raleigh Executive Arpt (TTA) which is located in Sanford, NC. I'm real close to you but I won't have the 201 back for a few weeks. I am out of Smithfield. Chris

SUMMARY: We are issuing an airworthiness directive (AD) for all Mooney Aviation Company, Inc. (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, M20R, M20S, and M20TN airplanes that supersedes an existing AD that is applicable to certain Model M20R and M20TN airplanes. The existing AD currently requires inspecting the tail pitch trim assembly for correct positioning and proper attachment and inspecting the Huck Bolt fasteners for proper security with repair as necessary for certain Models M20R and M20TN. That AD also requires sending the inspection results to the FAA and Mooney. This AD retains all of the actions, except the reporting requirement from the previous AD and adds airplane models to the applicability. This AD was prompted by a report of an incident on a Mooney Model M20TN airplane regarding failure of the tail pitch trim assembly, which could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.

I need them down to slow down!

Congrats!

***dupe***

Well, you are a weekend ahead of Bike Week. That may be a good thing if you don't like motorcycles. Ponce Inlet is a very good suggestion. The Fly In is cool, too. If you are a NASCAR fan there are things at the speedway to do. If you are down south towards Ponce Inlet, there is a good restaurant, Our Deck Down Under, in Port Orange under the Dunlawton Bridge. Very good scenery and food. Also across the river on the mainland side, also in Dunlwaton, if Aunt Catfish's . I lived there about 10 years ago and go alot for the bike events. Don't expect too much from Daytona itself. Beautiful scenery up and down A1A. Chris

Cabanaboy hit the nail on the head. Wings of Carolina might be your best bet. If not, I can try to get you the name of an instructor that comes out to JNX to work with a fellow J owner. Call me when you are in town and maybe we can grab a bite. Nice looking J by the way. Saw it fly in to RDU last weekend while I was in the tower. Wondered if it was you. Chris 919-413-1427

http://www.wral.com/news/news_briefs/story/10748324/

Awesome!

We have our JPI set to display RPM full time and it is about 50 off our analog tach.

I totally agree with you, George. Some airports that have control towers don't need them. The federal contract tower program needs evaluating. As far as cost vs. safety, safety is certainly NOT the only factor for opening or closing a tower. The FAA has a gazillion page document for the cost vs. benefit of same. There are many factors involved. If you want to read about it, you can find it here: (you'll have to copy and paste) https://docs.google.com/viewer?a=v&q=cache:Bun8Ud6gJisJ:www.faa.gov/regulations_policies/policy_guidance/investment_criteria/media/establish_atct.pdf+cost+of+operating+an+air+traffic+control+tower&hl=en&gl=us&pid=bl&srcid=ADGEEShbYaJ36FB4MEJjOMXWToZU-qziFgr8jHcVRxEo-htG7bHezeki_R4czITcAmHeeag1MmqU4UUsMcwQuvsGQAZNlEjNosxGyF2mksE9oA2SiT13UyJ1L7MN1edHhuGw9BdjWIPs&sig=AHIEtbQF4hl8r3oiCstt1gKZTTDVsEGM3g On a seperate note but along the same lines, I am confident that in the future, the FAA will no longer be responsible for operating the ATC system. It will be a private company with the FAA providing safety oversight and regulation. This will save the government a bunch of money. We, as pilots and users of the NAS, will fund the new and improved system with user fees. It's coming. The dates are a bit old in the piece below but, the blueprints have not been thrown away. The unions are as mentioned above kicking and screaming about comprising safety by putting profits first. The private companies and airlines are kicking up their heels with excitement because they can run the system cheaper by cutting the fat and do more with less. It has been done all over the world. From www.downsizinggovernment.org: Commercializing Air Traffic Control The way to address all three of these organizational problems is to take the ATC system out of the federal budget process and make it a self-supporting entity, funded directly by its customers. Variants of this commercialization approach have been recommended by a series of federal studies and commissions over the past 15 years. As part of Vice President Al Gore's efforts at "reinventing government" in the 1990s, for example, the Clinton administration proposed turning the ATC system into a separate, self-funded, nonprofit government corporation within the Department of Transportation. The 1997 National Civil Aviation Review Commission, which was chaired by Norman Mineta, similarly proposed moving toward a self-supporting air traffic control organization.29 Commercialization would entail shifting from aviation-related taxes paid to the U.S. Treasury to fees for ATC services paid directly by customers to a new self-supporting Air Traffic Organization. This change would allow fees to grow in proportion to the growth of flight activity, rather than being tied to a less-stable variable, such as fuel prices or airline ticket prices. Moreover, a predictable revenue stream that was not subject to the federal budget process would provide the basis for the ATO to issue long-term bonds for funding capital investments.

That is funny, George. St. Augustine, Flagler, Ormond and New Symrna all have contract towers now! Not sure what the number is today, but in the 80's, you had to have a minimum of 50K ops per year to be considered for an FAA tower. That is over 900+ ops a day. There are a bunch of municipalities that have the towers for what ever reason and not always traffic. Insurance maybe? I've flown into some pretty small airports with a tower and I was the only bird moving. Controllers are not always needed. Control towers at GA "only" airports don't offer any real increase in Safety or air traffic expediancy. I respectfully disagree with you on this point. It will take you about 2.5 seconds to find stats on Google to prove you are mistaken about the increase in safety at least. Expediancy is another story! Towers have seperation standards! I am not sure if you are on the save money bandwangon or who needs air traffic contollers bandwagon! Being a 20+ year air traffic controller and still pushing tin at a moderately busy airport, I love talking to the towers when I fly. Saw a B737 with a deck angle I had never seen before yesterday when a C208 taxied onto the runway while he was departing. Tower alerted the Boeing and he was already committed. Whew!! The caravan ignored the 'Stay off the Grass" sign and headed for the green. Quote: GeorgePerry That depends on the amount of traffic in and out of a particular airport. Some of these airports are downright dangerous without a tower......especially airports with a lot of training activity. Having flown out of airports such as SGJ or BCT prior to towers........where everything from ultralights with no radios to center of the universe jetjocks mix with barely speaking English student pilot.......I am thankful for towered airports. Try flying into LNA someday when the weather is nice..........will scare the hell out of you. I think there's a valid arguement on both sides and the busier the airport the higher the risks. However when I was a student at Embry Riddle the outlying fields (Ormand beach, New Symrna, Flaggler Co) were all uncontrolled. You wanna talk about busy!!! Too my knowledge there haven't been any accidents as a result of high traffic and high usage. As long as the traffic is similar in speed and performance I don't think the the high traffic argument holds water? If an airport has a wide mix of aircraft types (say for instance: ultralights to small jets) then the differences in speed, pattern geometry and airport usage (IFR/VFR) probably nessesitates a Tower to direct and control. My larger point here was there are probably lots of towered airports that don't "really" need a tower. AOPA blankets the entire issue with a one size fits all counter stance to the OMB report. They could instead say, "We think this is a great idea...let us help" Influence the process with metrics that make sense. For example: A GA only aiport that has greater than, I'll use 100 ops/day for argument sake, should keep their tower. Less than that, is a tower really required? Field legnth could also be a discrimiator. Does a GA only airport that has less than 4000 feet of runway need a tower? These are just two examples right off the top of my head. If a panel off experts sat down and hashed out metrics that determine acutal requirements, then this issue would likely solve itself. I think it's fair to say we've all flown into an airport with a Control Tower and scratched our heads as to why it's even there??? Anyway, it would be nice if AOPA would take a more evolved stance on the issue. Help the FAA decide on a case by case basis which ones should stay and which ones should go. Saving money is a good thing! If closing some GA only airport Control Towers can be done safely, if it makes sense, and simultaneously reduces the government's footprint at these airports, then I'm all for fewer CT's.

Quote: jetdriven There is no option to rent a Mooney I have seen. Here and there one pops up for 200$ an hour, but your Oshkosh trip is going to cost you 3500$ and even more with a daily minimum. A couple of those a year and owning looks pretty good. An F33A is for rent here but it is almost 300$ an hour.

http://www.aopa.org/asf/publications/SB02.pdf

Big sky theory!

Not sure. You'll need to track down the author of the piece to ascertain that information. All I took from the article was that you have the greatest chance of being involved in a mid-air, on a weekend day, with good visibility, near or at an uncontrolled airport, and low altitude, regardless of your flight experience. Chris

I agree with George. He was most likley asked for his resignation. It is semantics. He offered it and they accepted it. End result is the same. He was not going to be the FAA Administrator any longer. Chris

I agree with all the above. Beautiful for sure!

Quote: CABANABOY I am a new private pilot, do you say hold short Thirtysix? When ATC tells you to hold short for landing traffic on 36 or hold short tree six?

Quote: rob ATC is asking for a type, not a model designation. ATC is aware of M20P and M20T. If you aren't turbocharged, your type is M20P - Regardless of if your model is an A - J. Using a slant would indicate an equipment code, and I don't think /P is a valid one (or if so, I've never heard of it). I wouldn't say "slant" on the radio unless you were going to specify how you're equipped, and even then I'd so so after identifying your type. For example, I'd be a "Mike two zero papa slant golf"

Quote: GeorgePerry I prefer to fly IFR everywhere I go as long as I can get cleared "mostly" direct...If controllers start jerking me around giving me vectors to make room for the "big boy's" either IFR or VFR under advisories, I cancel, stop talking to them, go VFR direct, and let them work around me. See and avoid still works pretty well and it's alot quicker than flying a SID or STAR. Charlotte/Douglas CLT controllers on the East coast are notorious for doing this. They vector GA aircraft miles off course to keep them well clear of Class B airspace...

We are picking ours up from Weep No More next Wednesday. Paul sent us lots of before and after pics. What a great job! Paul dropped us off at a hotel so we could catch a shuttle to MSP. Everything went very smooth with the delivery. I can recommend a fantastic place to eat in downtown Minneapolis if anyone is interested! I have heard good things about Don. I can tell you first hand that Paul is top notch and worth the wait!,, Chris